EP3608519A1 - Procédé et dispositif de traitement d'échappement d'un moteur à combustion - Google Patents

Procédé et dispositif de traitement d'échappement d'un moteur à combustion Download PDF

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Publication number
EP3608519A1
EP3608519A1 EP19190290.7A EP19190290A EP3608519A1 EP 3608519 A1 EP3608519 A1 EP 3608519A1 EP 19190290 A EP19190290 A EP 19190290A EP 3608519 A1 EP3608519 A1 EP 3608519A1
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EP
European Patent Office
Prior art keywords
exhaust gas
catalyst
catalytic converter
gas aftertreatment
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP19190290.7A
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German (de)
English (en)
Inventor
Stefan Paukner
Falk-Christian BARON VON CEUMERN-LINDENSTJERNA
Michael Alexander Manz
Michael Kaack
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP3608519A1 publication Critical patent/EP3608519A1/fr
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
    • F01N3/2026—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means directly electrifying the catalyst substrate, i.e. heating the electrically conductive catalyst substrate by joule effect
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0821—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/007—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring oxygen or air concentration downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0093—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are of the same type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/027—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using electric or magnetic heating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/101—Three-way catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/38—Arrangements for igniting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/16—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an electric heater, i.e. a resistance heater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/025—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting O2, e.g. lambda sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/14—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics having more than one sensor of one kind
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0416—Methods of control or diagnosing using the state of a sensor, e.g. of an exhaust gas sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/08—Parameters used for exhaust control or diagnosing said parameters being related to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1402—Exhaust gas composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1404—Exhaust gas temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1602—Temperature of exhaust gas apparatus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for exhaust gas aftertreatment of an internal combustion engine and an exhaust gas aftertreatment system for carrying out such a method according to the preambles of the independent claims.
  • each exhaust gas aftertreatment component needs its own boundary conditions for an optimal conversion of the pollutant components in the exhaust gas in order to enable the most efficient exhaust gas aftertreatment.
  • a method for operating an internal combustion engine for a motor vehicle with an exhaust system in which at least one catalytic converter and at least one lambda probe are arranged.
  • the internal combustion engine is operated alternately with a lean and rich fuel / air mixture to heat up the catalytic converter.
  • the lambda sensor is heated so that it is ready for operation after a maximum of ten seconds and the internal combustion engine is operated with a two-point control based on a signal from the lambda sensor. In doing so, a Change between operation with a lean fuel-air mixture and with a rich fuel-air mixture each triggered by the signal from the lambda sensor.
  • a method for operating a lambda probe arrangement in the exhaust system of an internal combustion engine with at least one first lambda probe upstream of a catalytic converter and at least one second lambda probe downstream of the catalytic converter is known.
  • the second lambda probe is designed as a jump probe.
  • a diagnosis of a characteristic curve offset of the first lambda probe and, if necessary, an adaptation of a characteristic curve offset error are carried out.
  • For the diagnosis with active lambda adjustment a value that represents the oxygen storage capacity of the catalytic converter and a further value that represents the oxygen discharge capacity from the catalytic converter are recorded.
  • a characteristic curve offset of the first lambda probe is calculated from the ratio of oxygen storage capacity and oxygen discharge capacity.
  • the EP 2 884 066 A1 discloses a method for diagnosing an object such as a catalyst or a filter.
  • an end face of the catalytic converter is subjected to a test medium with a defined composition such as propane gas or carbon monoxide by means of a device through an opening and at a downstream one Position a concentration of at least one reduced or oxidized component of the test medium is measured after passing through the catalyst.
  • a defined composition such as propane gas or carbon monoxide
  • an internal combustion engine with an exhaust gas aftertreatment system in which an exhaust gas burner is arranged, with which the heating of a three-way catalytic converter in the exhaust gas aftertreatment system can be accelerated. It is provided that the exhaust gas burner is operated in a cold start phase of the internal combustion engine and remains activated at least until the three-way catalytic converter has reached its light-off temperature.
  • the DE 10 2012 011 113 A1 discloses an exhaust system for an internal combustion engine with at least two exhaust gas aftertreatment components connected in series in terms of flow technology, the rear of the two exhaust gas aftertreatment components being heatable by means of an electrical heating element.
  • the invention is based on the object of further improving the conversion performance of the exhaust gas aftertreatment system and, in particular, of adapting the lambda control in such a way that the efficiency of the exhaust gas aftertreatment components can be further increased.
  • Every device for catalytic exhaust gas purification requires that a minimum temperature, the so-called light-off temperature, is exceeded in order to be effective.
  • an additional catalyst volume for converting the pollutant components can be provided promptly after passive heating due to the load state impressed by the driver. This is particularly important in the case of driving profiles with a higher load, since in this case the catalytically active surface is optimally used.
  • the lambda control on the last lambda probe immediately downstream of a catalytic converter that has reached its light-off temperature enables the active catalytic converter volume to be used as efficiently as possible. This enables a particularly efficient conversion of the pollutants, whereby the tailpipe emissions can be minimized.
  • lambda control by the first lambda probe takes place from the engine start of the internal combustion engine.
  • Lambda control to a stoichiometric combustion air ratio in the cold start phase can minimize the raw emissions of the internal combustion engine, especially if none of the catalysts has reached its light-off temperature and exhaust gas aftertreatment of the exhaust gas by the catalysts is not yet possible.
  • Another improvement of the method provides that the lambda control is extended to the lambda probe downstream of the actively heatable catalyst as soon as this catalyst has reached its light-off temperature.
  • the available catalytically effective exhaust gas aftertreatment volume is increased. Since the conversion capacity is still limited in the case of comparatively cold catalytic converters, the efficiency of the exhaust gas aftertreatment in the cold start phase can be significantly improved.
  • active heating can ensure that the actively heatable catalytic converter reaches its light-off temperature as quickly as possible after a cold start of the internal combustion engine and can thus convert the pollutant components contained in the exhaust gas into unlimited exhaust gas components.
  • the active heating is stopped as soon as the catalyst has reached its light-off temperature.
  • the energy requirement of the exhaust gas aftertreatment system can be reduced and a battery of the motor vehicle can be relieved.
  • the catalyst is then further heated by the exothermic reaction of the exhaust gas components on the surface of the catalyst.
  • the lambda control by the first lambda probe and the second lambda probe takes place upstream and downstream of the first catalytic converter when the temperature of the actively heatable catalytic converter drops below its light-off temperature during operation of the internal combustion engine.
  • the lambda control can be adapted to the catalytically effective volume of the catalysts, so that the lambda control can be applied to those catalysts takes place, which enable an efficient conversion of the limited gaseous pollutant components.
  • the active heating is reactivated when the temperature of the actively heatable catalyst has dropped below its light-off temperature during operation of the internal combustion engine.
  • the actively heatable catalyst can be heated up again to its light-off temperature, so that the available catalytically effective catalyst volume is increased. This can improve the conversion performance of the exhaust aftertreatment system and reduce tailpipe emissions.
  • an expected load profile of the internal combustion engine is determined and the actively heatable catalytic converter is heated if the expected load profile means that the component temperature of the actively heated catalytic converter has dropped below its light-off temperature.
  • the driving behavior of the vehicle driver can be determined and / or preferred driving routes of the vehicle driver can be identified. This can be done, for example, using the navigation data of the motor vehicle or an evaluation of the engine data. If it is recognized that the next driving section to be expected is likely to be carried out with a low-load operation of the internal combustion engine, at which the temperature of the electrically heated catalytic converter drops below its light-off temperature, the heated catalytic converter is heated in order to continue to provide the largest possible active catalytic converter volume to deliver.
  • an exhaust gas aftertreatment system for an internal combustion engine which can be connected to an outlet of the internal combustion engine, is proposed.
  • the exhaust gas aftertreatment system comprises an exhaust gas system in which a first catalytic converter is arranged in the flow direction of an exhaust gas through the exhaust gas system, a second catalytic converter downstream of the first catalytic converter and a third catalytic converter downstream of the second catalytic converter.
  • a first lambda probe is arranged in an exhaust gas duct of the exhaust gas system upstream of the first catalytic converter and a second lambda probe is arranged downstream of the first catalytic converter and upstream of the second catalytic converter.
  • a third lambda probe is arranged downstream of the second catalytic converter and upstream of the third catalytic converter.
  • one of the catalysts arranged downstream of the first catalyst is designed as an actively heatable catalyst, in particular an electrically heatable catalyst.
  • the exhaust aftertreatment system additionally comprises a control device which is set up to carry out a method according to the invention when a machine-readable program code is executed by the control device.
  • Such an exhaust gas aftertreatment system makes it possible to improve the conversion performance of the catalytic converters and to reduce emissions.
  • the catalysts are designed as three-way catalysts or have a three-way catalytically active exhaust gas aftertreatment component, in particular a catalytic coating.
  • a three-way catalytic converter unburned hydrocarbon (HC) and carbon monoxide (CO) can be further oxidized and nitrogen oxides (NOx) reduced.
  • HC unburned hydrocarbon
  • CO carbon monoxide
  • NOx nitrogen oxides
  • a fourth catalytic converter is arranged downstream of the first catalytic converter and upstream of the second catalytic converter.
  • the available catalytically active catalyst volume can be increased by an additional catalyst. This has advantages not only in the cold start phase, in which the catalytic activity of the catalysts is still limited, but also when the internal combustion engine is operating at full load.
  • catalysts are subject to an aging process, which means that the conversion performance decreases over the life of the catalyst.
  • An additional catalytic converter creates a reserve here, which ensures that even with a significant aging of the catalytic converters, there is still a sufficient catalytic converter volume to enable the limited exhaust gas components to be converted completely in all operating situations of the internal combustion engine.
  • the fourth catalyst is essentially free of an oxygen-storable component.
  • the fourth catalytic converter and the second catalytic converter can be controlled jointly by means of a lambda probe by executing the fourth catalytic converter with a washcoat, which is essentially free of an oxygen-storable component.
  • the regulation is not slowed down by the filling and emptying of an additional oxygen store, as a result of which the efficiency of the exhaust gas aftertreatment can be further increased.
  • the actively heatable catalyst comprises an electric heating element.
  • An electric heating element in particular an electric heating disc, can be integrated into the actively heatable catalyst simply and inexpensively. Alternatively, such a heating element can be connected directly upstream of the actively heated catalyst.
  • An electrical heating element has the advantage over heating by means of an exhaust gas burner that it requires comparatively little installation space and can therefore be integrated into the exhaust system easily and at low additional costs.
  • the actively heatable catalyst is designed as a four-way catalyst.
  • a four-way catalytic converter can also retain particles from the exhaust gas. It can thereby be achieved that future exhaust gas standards are also met, in which, in addition to the gaseous exhaust gas components, the number of soot particles emitted is also limited.
  • the four-way catalytic converter has an electrically conductive filter substrate, which enables the four-way catalytic converter to heat up when an electrical voltage is applied to the filter substrate.
  • the catalytically active structure can be heated directly by means of an electrically heatable filter substrate. This means that an upstream heating element is not necessary.
  • the regeneration of the four-way catalytic converter can be supported by electrical heating of the filter substrate in order to oxidize the soot particles retained in the four-way catalytic converter.
  • the first lambda probe is designed as a broadband probe and the further lambda probes are each designed as jump sensors.
  • a broadband probe can be used to quantify the combustion air ratio in the exhaust duct.
  • a breakthrough through the respective catalytic converter can be detected by the jump probes in order to adapt the combustion air ratio accordingly as part of the lambda control.
  • a temperature sensor is arranged in the exhaust system.
  • the exhaust gas temperature and / or the component temperature of a catalytic converter can be determined by a temperature sensor in the exhaust system. This makes it easier to see whether the respective catalyst has reached its light-off temperature.
  • the temperature sensor can also be used to operate in one Calculation model for determining component temperatures to provide information and to improve the calculation model.
  • FIG. 1 shows an internal combustion engine 10 with an exhaust gas aftertreatment system in a schematic representation.
  • the internal combustion engine 10 has a plurality of combustion chambers 12, on each of which a spark plug 14 is arranged.
  • the internal combustion engine 10 has an inlet 16, with which the internal combustion engine 10 can be connected to an air supply system (not shown for reasons of clarity).
  • the internal combustion engine 10 also has an outlet 18 with which the internal combustion engine 10 is connected to an exhaust system 20 such that an exhaust gas can be passed from the combustion chambers 12 of the internal combustion engine 10 into the exhaust system 20.
  • the exhaust system 20 comprises an exhaust gas duct 22, in which a turbine 26 of an exhaust gas turbocharger 24, in the flow direction of an exhaust gas of the internal combustion engine 10 through the exhaust gas duct 22, a first catalytic converter 28 downstream of the turbine 26, a second catalytic converter 30 downstream of the first catalytic converter 28 and further downstream third catalyst 32 are arranged.
  • the first catalytic converter 28 is preferably designed as a three-way catalytic converter and is arranged in the exhaust system 20 in a position close to the engine.
  • a position close to the engine is understood to mean a position with an exhaust gas run length of less than 80 cm, preferably less than 50 cm, from the outlet 18 of the internal combustion engine 10.
  • the second catalytic converter 30 is designed as an actively heatable catalytic converter 36, in particular as a three-way catalytic converter which can be actively heated by means of an electrical heating element 52.
  • the third catalytic converter 32 is preferably arranged in an underbody position of a motor vehicle and is also designed as a three-way catalytic converter.
  • One of the catalytic converters 28, 30, 32 is preferably designed as a four-way catalytic converter 54, so that, in addition to converting the gaseous exhaust gas components, soot particles can also be retained.
  • a first lambda probe 38 is arranged downstream of the turbine 26 of the exhaust gas turbocharger 34 and upstream of the first catalytic converter 28 in the exhaust gas duct 22.
  • the first lambda probe 38 is preferably designed as a broadband probe 44 and thus enables a quantitative assessment of the combustion air ratio upstream of the first catalytic converter 28.
  • a second lambda probe 40 is provided in the exhaust gas duct 22, which is preferably used as a jump probe 46 is executed.
  • a third lambda probe 42 is arranged in the exhaust gas duct 22, which is preferably designed as a jump probe 46.
  • a temperature sensor 48 can be arranged in the exhaust gas duct 22 in order to measure the exhaust gas temperature and thus to calculate the component temperature of the catalysts 28, 30, 32.
  • the filter substrate 56 of the particle filter 54 can also be electrically conductive and thus directly heatable when the actively heatable catalytic converter 36 is designed as a four-way catalytic converter 54.
  • the internal combustion engine 10 and the lambda probes 38, 40, 42 and the temperature sensor 48 are connected to an engine control unit 50 via signal lines.
  • the injection quantity, the injection timing and the ignition timing in the combustion chambers 12 are controlled in order to be able to ensure combustion of the fuel-air mixture that is as low-emission as possible.
  • the catalytic converter 30, 32 arranged upstream of this lambda probe 40, 42 must have reached its light-off temperature. Since this is not guaranteed in all operating situations when the catalytic converter 30, 32 is remote from the engine, in particular in an underbody position of a motor vehicle, the second catalytic converter 40 becomes external by means of an electric heating element 52 after the engine 10 of the internal combustion engine 10 or in low-load operating situations of the internal combustion engine 10 heated.
  • the heating measures can be reduced or switched off to reduce the total energy requirement and to protect a battery of the motor vehicle when the first catalytic converter 28 near the engine has reached its light-off temperature T LOK1 and the second lambda probe 40 can be used downstream of the first catalytic converter 28 for lambda control , As soon as the actively heatable catalytic converter 36 has reached its light-off temperature T LOK2 due to engine operation of the internal combustion engine 10, the lambda control should be extended again to the third lambda probe 42.
  • the realization of the variability in the controlled system of the lambda control requires an intelligent detection of the already active catalyst volume. This can be done, for example, by means of a calculation model stored in the engine control unit 50 of the internal combustion engine 10.
  • FIG 2 An alternative embodiment of an exhaust gas aftertreatment system according to the invention is shown.
  • a fourth catalytic converter 34 is arranged downstream of the first catalytic converter 28 and upstream of the second catalytic converter 30.
  • the fourth catalytic converter 34 is preferably designed as a three-way catalytic converter with a washcoat, which is essentially free of an oxygen-storable component. This enables the catalyst volume to be increased without the need for an additional lambda sensor downstream of this fourth catalyst.
  • the washcoat without the ability to store oxygen enables the fourth catalytic converter 34 and the heatable second catalytic converter 30, 36 to be controlled jointly via the third lambda probe 42.
  • a further lambda probe can also be provided, the controlled system of the lambda control being extended to the last lambda probe 38, 40, 42 in the flow direction, the catalyst 28, 30, 32 of which is located immediately upstream has reached its light-off temperature. If none of the catalytic converters 28, 30, 32 has reached its light-off temperature, the lambda control takes place via the first lambda probe 38.
  • Figure 2 proposed exhaust gas aftertreatment system also has the advantage of increased resistance to aging.
  • FIG. 10 is a flowchart for carrying out a method according to the invention for exhaust gas aftertreatment of an internal combustion engine 10 with the in Figure 1 shown exhaust gas aftertreatment system.
  • the lambda control takes place in a first method step ⁇ 110> via the first lambda probe 38, which is also referred to as a guide probe.
  • a method step ⁇ 120> the electrically heatable catalyst 36 is heated with the aim of using this catalyst 36 as quickly as possible.
  • the electrically heatable catalyst 36 has reached its light-off temperature, which is indicated by a temperature measurement or a value stored in the control unit 50 Calculation model can be determined, the third lambda probe 42 downstream of the electrically heated catalyst 36 is used for trim control.
  • the heating of this catalytic converter 36 is deactivated in a next process step ⁇ 130>. This can lead to the electrically heatable catalyst 36 cooling below its light-off temperature, particularly in a low-load phase of the internal combustion engine 10.
  • the lambda control is switched over to the second lambda probe 40 downstream of the first catalytic converter 28 near the engine in a next method step ⁇ 140>.
  • the lambda control is adjusted again to the third lambda probe 42 in a method step ⁇ 160>.
  • the third catalytic converter 32 in the exhaust system 20 serves to prevent emission breakthroughs during the on-board diagnosis of the third lambda probe. This third catalytic converter 32 is not actively involved in the lambda control.
  • the electrically heatable catalytic converter 36 can be heated again to its light-off temperature by reactivating the electrical heating element 52.
  • the catalytic activity of this catalytic converter 36 can thus also be ensured in low-load phases.
  • the lambda control can be extended again to the third lambda probe 42. With this method, the active catalyst volume within the controlled system of the lambda control can be maximized.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Materials Engineering (AREA)
  • Exhaust Gas After Treatment (AREA)
EP19190290.7A 2018-08-07 2019-08-06 Procédé et dispositif de traitement d'échappement d'un moteur à combustion Pending EP3608519A1 (fr)

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US10941689B2 (en) 2021-03-09
CN110821619B (zh) 2021-10-12
DE102018119156A1 (de) 2020-02-13
US20200049050A1 (en) 2020-02-13

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